CN116783609A - Method and device for reducing charge/discharge loss - Google Patents
Method and device for reducing charge/discharge loss Download PDFInfo
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- CN116783609A CN116783609A CN202180092176.2A CN202180092176A CN116783609A CN 116783609 A CN116783609 A CN 116783609A CN 202180092176 A CN202180092176 A CN 202180092176A CN 116783609 A CN116783609 A CN 116783609A
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- 238000000034 method Methods 0.000 title claims description 28
- 230000009467 reduction Effects 0.000 claims abstract description 13
- 238000007599 discharging Methods 0.000 claims description 31
- 230000008859 change Effects 0.000 claims description 8
- 230000007423 decrease Effects 0.000 description 15
- 238000012545 processing Methods 0.000 description 13
- 238000006243 chemical reaction Methods 0.000 description 8
- 238000004891 communication Methods 0.000 description 8
- 230000008569 process Effects 0.000 description 6
- 230000004043 responsiveness Effects 0.000 description 6
- 230000000052 comparative effect Effects 0.000 description 5
- 230000004048 modification Effects 0.000 description 5
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- 230000000694 effects Effects 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/60—Monitoring or controlling charging stations
- B60L53/67—Controlling two or more charging stations
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/14—Conductive energy transfer
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
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- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
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- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/40—Business processes related to the transportation industry
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
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Abstract
The charge/discharge loss reduction device is provided with a power receiving control device for controlling the power received or discharged by the power receiving elements contained in a load group (11) in a power system in which power is supplied to the load group (11) containing a plurality of power receiving elements via a power supply base station (10). The power receiving control device changes the priority of the power receiving element indicating the degree of priority of the power receiving element over the power receiving of other power receiving elements by using the charge/discharge state of the power receiving element.
Description
Technical Field
The present invention relates to a charge/discharge loss reduction method and a charge/discharge loss reduction device.
Background
Conventionally, a method is known in which the power consumption amount of each power consumption element is controlled based on a limit of the total power consumption amount consumed by the entire group including a plurality of power consumption elements (patent document 1). In patent document 1, a broadcast transmission element broadcasts a function of a difference between a current value of the total power consumption and a reference value of the total power consumption into a group. Each power consumption element controls its own power consumption by using the function and the priority given to itself.
Patent document 1: japanese patent No. 6168528
Disclosure of Invention
When an electric vehicle for charging and an electric vehicle for discharging are mixed in a group, a conversion loss associated with charging and discharging occurs. However, patent document 1 does not describe such a loss.
The present invention has been made in view of the above-described problems, and an object thereof is to provide a charge/discharge loss reduction method and a charge/discharge loss reduction device capable of reducing conversion loss associated with charge/discharge.
In the charge/discharge loss reduction method according to one embodiment of the present invention, the priority of the power receiving element indicating the degree of priority of the power receiving element over the power receiving elements is changed by using the charge/discharge state of the power receiving element itself.
According to the present invention, the conversion loss associated with charge and discharge can be reduced.
Drawings
Fig. 1 is a schematic configuration diagram of an electric power system according to an embodiment of the present invention.
Fig. 2 is a flowchart illustrating an example of the operation of the power receiving control device.
Fig. 3 is a graph illustrating a comparative example.
Fig. 4 is a diagram illustrating an example of a method of changing the priority.
Fig. 5 is a graph illustrating a decrease in charge/discharge loss.
Fig. 6 is a graph illustrating improvement in responsiveness.
Detailed Description
Embodiments of the present invention will be described below with reference to the drawings. In the description of the drawings, the same reference numerals are given to the same parts, and the description thereof is omitted.
The configuration of a power receiving control device and its peripheral devices of an electric vehicle (an example of a power receiving element) according to the present embodiment will be described with reference to fig. 1. In the electric power system in which electric power is supplied to a load group 11 including a plurality of electric vehicles (EV 1, EV2, EV3, … …) via an electric power facility 12 (an example of the electric power supply base station 10), a power receiving control device repeatedly executes a predetermined processing cycle to control element power receiving electric power, which is electric power received by the electric vehicle EV1 included in the load group 11.
The power receiving control device includes: a receiving device 21 that receives an electrical signal from the outside; a vehicle state acquisition device 22 that acquires information indicating a state of the electric vehicle EV 1; and a calculation device 23 that calculates the element power received by the electric vehicle EV1. The electric vehicle EV1 includes: a power receiving device 24 that receives power from the outside; a battery 25 that accumulates the power (element power-receiving power) received by the power receiving device 24; and a motor 26 driven based on the electric energy stored in the battery 25 or the element power.
The "processing cycle" includes the processing steps (a) to (e).
(a) The reception device 21 acquires information indicating a differential power (Δp) obtained by subtracting the current value (pall_now) of the total power supply power transmitted to the entire load group 11 via the power equipment 12 from the maximum value (pall_max) of the total power supply power that can be transmitted to the entire load group 11 via the power equipment 12.
(b) The calculation device 23 calculates the priority (β) of the electric vehicle EV1 indicating the degree to which the power reception of the electric vehicle EV1 itself (electric vehicle EV 1) is prioritized over the power reception of the other electric vehicles (EV 2, EV3, … … ·) based on the value indicating the request of the user of the electric vehicle EV1.
(c) The calculating device 23 multiplies the differential power (Δp) represented by the acquired information by the priority (β) to calculate the element differential power (βΔp).
(d) The calculation device 23 adds the element differential power (βΔp) to the element power (Pt) in the previous processing cycle to update the element power (pt+1).
(e) The computing device 23 controls the electric vehicle EV1 so as to receive the updated element power receiving power (pt+1).
Here, in the present embodiment, the "electric vehicle" is an example of a "power storage element" or a "power receiving element" that receives electric power transmitted via the electric power device 12. The power storage element stores the received electric power in a battery (including a secondary battery, a storage battery, and a rechargeable battery). The "power storage element" includes all devices and apparatuses having a battery, such as a vehicle (including an electric vehicle, a hybrid vehicle, a construction machine, and an agricultural machine), a railway vehicle, an entertainment appliance, a tool, a household product, and a commodity.
The "power storage element" is an example of a "power receiving element" that receives electric power transmitted via the electric power device 12. The "power receiving element" includes, in addition to the "power storage element", a "power consumption element" that consumes the received power without accumulating the same. The "power consumption element" includes railway vehicles, entertainment appliances, tools, household products, daily necessities, and the like. The "power consumption element" may have a battery like an electric vehicle. When electric power received by an electric vehicle is not stored in a battery, and is directly supplied to a motor and consumed as a driving force of the motor, the electric vehicle is an example of a "power consumption element". As described above, the "power consumption element" includes so-called devices and apparatuses that consume the received power without accumulating the received power, regardless of whether or not the battery is provided.
The "power storage element" and the "power receiving element" each represent a unit structure of power receiving control by the power receiving control device. That is, the power receiving control according to the present embodiment is performed in units of power storage elements or power receiving elements. For example, the power receiving control according to the present embodiment is performed independently and in parallel to each other for a plurality of electric vehicles (EV 1, EV2, EV3, … …).
In the present embodiment, a power storage element is exemplified as an example of the power receiving element, and an Electric Vehicle (EV) that travels using electricity as an energy source and using the motor 26 as a power source is exemplified as an example of the power storage element. However, the power receiving element and the power storage element of the present invention are not intended to be limited to Electric Vehicles (EVs), respectively.
In the present embodiment, the "power device 12" is an example of the power supply base station 10. "power device 12" includes, for example, < 1 > < 6 >.
Charging pile for EV (electric vehicle) "
< 2 > an "electric power transformation device" installed in a place such as a residence, office building, commercial facility, factory or parking area on an expressway "
"Power plant" for converting generated electric power into predetermined voltage, such as "power plant" for hydraulic power, thermal power, and nuclear power "
< 4 > various "distribution devices" for distributing electric power transmitted via a substation "
< 5 > wiring (including cables and feeder lines) connecting the devices or apparatuses, and < 6 > a "virtual power plant (virtual power plant: VPP)" functioning as 1 large-scale power plant by binding energy of small-scale power storage elements located in the vicinity;
in the present embodiment, an example in which the power receiving control device is mounted on the electric vehicle EV1 is described, but the power receiving control device may control the element power receiving of the electric vehicle EV1 from the outside of the electric vehicle EV1 by using a short-range wireless communication technology such as a short-range wireless LAN or a wireless WAN, or by using a mobile phone communication network.
Further, the description will be given taking the configuration of 1 electric vehicle EV1 out of the plurality of electric vehicles (EV 1, EV2, EV3, … …) included in the load group 11 as an example, but the other electric vehicles (EV 2, EV3, … …) included in the load group 11 also have the same configuration as the electric vehicle EV1.
The power receiving control device controls the electric power received by the electric vehicle EV1 via the electric power device 12. The electric vehicle EV1 has a power receiving device 24 called an in-vehicle charger (OBC). The computing device 23 controls the power received by the power receiving device 24 via the power equipment 12. The power received by the power receiving device 24 is stored in the battery 25. Alternatively, the electric vehicle EV1 may directly supply power to the motor 26 as a driving source, without accumulating the power received by the power receiving device in the battery 25.
The electric power supplied to the electric vehicle EV1 via the electric power device 12 is measured by the current measuring apparatus 13. The power value measured by the current measuring device 13 is transmitted to the differential information transmitting device 14.
Electric power is supplied to a plurality of electric vehicles (EV 1, EV2, EV3, … …) included in the load group 11 via 1 electric power plant 12. Further, the electric power may be supplied not only to the plurality of electric vehicles (EV 1, EV2, EV3, … …) but also to 1 or 2 or more other power consumption elements 15 included in the load group 11 via the 1 electric power facility 12. The plurality of electric vehicles (EV 1, EV2, EV3, … …) that receive the supply of electric energy via the electric power facility 12 and 1 or more than or equal to 2 other electric power consumption elements 15 form 1 group (load group 11).
The current measurement device 13 measures the present value (pall_now) of the total power supply power transmitted to all the electric vehicles (EV 1, EV2, EV3, … …) and other power consumption elements 15 included in the 1 load group 11 via the electric power equipment 12, in other words, the total power supply power for the entire load group 11.
Here, the power capacity of the entire load group 11, that is, the maximum value (pall_max) of the total power supply power that can be transmitted to the entire load group 11 via the power device 12 is prescribed in advance. The power receiving control device according to the present embodiment controls the element power receiving power of the electric vehicle EV1 based on the limitation of the maximum value (pall_max) of the total power supply power. For example, the power receiving control device controls the power receiving power of the electric vehicle EV1 such that the present value (pall_now) of the total power supply power measured by the current measurement device 13 does not exceed the maximum value (pall_max) of the power. Of course, the received power of the electric vehicle EV1 may be controlled in such a manner as to allow the current value (pall_now) of the total supplied power to temporarily exceed the maximum value (pall_max) of the power. The maximum value (pall_max) of the total power supply may or may not be a fixed value. In facilities such as office buildings, commercial facilities, factories, and parking areas on highways, there are facilities in which electric power is consumed, such as lighting devices, air conditioning devices, and lifting devices, in addition to charging piles for electric vehicles EV. There is a possibility that the maximum value of the total power supply power may sometimes vary due to the above-described devices.
As shown in fig. 1, in the present embodiment, the differential information transmitting device 14 is connected to each of the power equipment 12, the current measuring device 13, and the electric vehicle EV1 so as to be capable of communication by wireless or wired. The power device 12 transmits an electric signal indicating the maximum value (pall_max) of the total power supply power to the differential information transmitting apparatus 14. The current measurement device 13 transmits an electrical signal indicating the current value (pall_now) of the measured total power supply to the differential information transmission device 14.
The differential information transmitting apparatus 14 includes a calculating unit 31 and a transmitting unit 32. As shown in expression (1), the calculating unit 31 calculates the differential power (Δp) by subtracting the current value (pall_now) of the total power supply from the maximum value (pall_max) of the total power supply. The transmitting unit 32 transmits (broadcast-transmits) an electric signal representing the differential power (Δp) to all the electric vehicles (EV 1, EV2, EV3, … …) included in the load group 11 by mobile communication. An electrical signal representing the differential power (Δp) is received by the receiving device 21 and transmitted to the computing device 23. Thus, the power receiving control device can acquire information indicating the differential power (Δp) obtained by subtracting the current value (pall_now) of the total power supply power transmitted to the entire load group 11 via the power device 12 from the maximum value (pall_max) of the total power supply power that can be transmitted to the entire load group 11 via the power device 12.
[ mathematics 1]
ΔP＝P all_max -P all_now ...(1)
The differential information transmitting apparatus 14 transmits (broadcast-transmits) information indicating the differential power (Δp) to the receiving apparatuses 21 of all the electric vehicles (EV 1, EV2, EV3, … …) included in the load group 11 by wireless communication by the transmitting unit 32. Alternatively, the transmission of the information representing the differential power (Δp) may be a wired-based communication.
In the example shown in fig. 1, the differential information transmitting apparatus 14 may not have a function OF receiving the STATE OF CHARGE (SOC) OF the battery 25, for example, transmitted from each electric vehicle, and a function OF ending the power reception (T) d ) And a receiving device for receiving signals representing the states of the respective electric vehicles. That is, it is sufficient that one-way communication between the differential information transmitting apparatus 14 and each electric vehicle is possible from the differential information transmitting apparatus 14 to each electric vehicle. In addition, two-way communication is also possible.
The differential information transmitting device 14 may be, for example, a server connected to the power equipment 12, the current measuring device 13, and the load group 11 via a computer network. Alternatively, the differential information transmitting apparatus 14 may be configured as a part of the power device 12.
The vehicle state acquisition device 22 acquires information indicating the state of the electric vehicle EV1. For example, the "state of the electric vehicle EV 1" refers to a numerical value indicating a request of a user of the electric vehicle EV1. The value indicating the request of the user of the electric vehicle EV1 is the time (the end time T of the power reception) until the end of the power reception of the electric vehicle EV1 d ) The remaining time (T) until. The remaining time (T) can be calculated from the time when the electric vehicle EV1 ends receiving power. The remaining time (T) is a remaining time during which the battery 25 of the electric vehicle EV1 can be charged.
For example, the user returning to home can start charging the battery 25 of the electric vehicle EV1 in the parking lot of home, and when the user is scheduled to use the electric vehicle EV1 at the front 7 th noon of the next day, the user can set the time before the predetermined time (5 minutes) from the front 7 th noon of the next day as the end time of the power reception. Thus, the "user request" such as "7 before noon in the next day is about to go out" indicates the end time of the power reception (6 before noon 55 minutes=t d ) And a remaining time (T) until the end time of the power reception. "end time of power reception (T) d ) "means that electric vehicle EV1 can continuously receive powerIn the power reception control flow (fig. 2), the time when the power reception is determined not to be continued (NO in S03) is distinguished from the time when the period of time of (a) ends.
The end time of the power reception (T d ) The time point actually set by the user using the information communication terminal such as a smart phone or the user interface mounted on the electric vehicle EV1 may be used. Alternatively, when there is no specific instruction or setting from the user, the time may be estimated from statistical data obtained by investigating a past action history (a past departure time history or the like) of the user.
The calculation device 23 calculates the priority (β) of the electric vehicle EV1 indicating the degree to which the power reception of the electric vehicle EV1 is prioritized over the power reception of the other electric vehicles (EV 2, EV3, … …) based on the value (state of the electric vehicle EV 1) indicating the request of the user of the electric vehicle EV1. Specifically, the calculation device 23 uses the expression (2) and calculates the current time (T o ) To the end time of the power reception (T d ) The priority (beta) is calculated for the remaining time (T). In the expression (2), N represents the total number of electric vehicles that receive power in the load group 11.
[ math figure 2]
As shown in the expression (2), the priority (β) is inversely proportional to the remaining time (T). As the remaining time (T) shortens, the priority (β) increases. (2) The formula is merely an example, and for example, the priority (β) may be inversely proportional to "g-th power of remaining time (T)" of g times (g is a positive number) that is multiplied by the remaining time (T) more than or equal to 2 times.
The total number (N) of electric vehicles may be statistical data (number data) obtained by examining the past power reception history of the load group 11, or may be estimated from the current value (pall_now) of electric power. The total number (N) is broadcast-transmitted from the differential information transmitting apparatus 14 or an apparatus attached to the differential information transmitting apparatus 14, like the differential power (Δp). Alternatively, the total number (N) may be determined from the position information of the charging system, the identification signal, and the like.
As shown in expression (3), the calculation device 23 calculates the element differential power (βΔp) by multiplying the differential power (Δp) by the priority (β), and updates the element power (pt+1) by adding the element differential power (βΔp) to the element power (Pt) of the previous processing cycle. Note that a subscript (lower right letter) "t" t+1 "of a symbol" P "indicating the element power reception indicates the number of repetitions of the" process cycle ". T is a positive integer including zero.
[ math 3]
P t+1 ＝P t +β·ΔP...(3)
The calculation device 23 transmits an instruction signal to the power receiving device 24 such that the power receiving device 24 receives the updated element power reception power (pt+1), and the power receiving device 24 that received the instruction signal receives the updated element power reception power (pt+1) via the power equipment 12.
The power receiving control device repeatedly executes a "process cycle" including the process steps (a) to (e) at a predetermined cycle to control the power (element power receiving power Pt) received by the power receiving device 24 of the electric vehicle EV1.
Next, an example (basic example) of a power receiving control method of the power receiving control device of fig. 1 will be described with reference to the flowchart of fig. 2. Further, if it is a person skilled in the art, the specific order of the power receiving processing method based on the power receiving control device can be easily understood from the description of the specific structure and function of the power receiving control device of fig. 1. Therefore, here, as a power receiving processing method based on the power receiving control device of fig. 1, the main processing operation of the power receiving control device will be described, and the detailed description of the processing operation will be repeated with reference to fig. 1, so that it will be omitted.
First, in step S01, the receiving device 21 acquires information indicating the differential power (Δp) calculated by the calculating unit 31. The process advances to step S02, and as an example of the information indicating the state of the electric vehicle EV1, the vehicle state acquisition device 22 acquires a signal indicating the end time (T d ) Is a piece of information of (a).
The process proceeds toIn step S03, the power receiving control device determines whether or not power is continuously received. For example, when an instruction signal indicating the completion of power reception is received from the user of the electric vehicle EV1 (NO in S03), or when the current time is the completion time of power reception (T d ) In the case of (2), the power reception is terminated. Alternatively, when the disconnection of the charging port is detected (NO in S03), the possibility of starting the movement of the electric vehicle EV1 can be increased within a few minutes thereafter, and thus the continuation of the power reception is ended. When the state of charge (SOC) of the battery 25 reaches the target value (NO in S03), the continuation of the power reception is terminated. If the above-described situation does not exist (YES in S03), the power receiving control device continues to receive power.
The process advances to step S04, and the computing device 23 uses expression (2) and determines the power reception end time (T d ) And calculates the priority (β) of the electric vehicle EV1. The process advances to step S05, and the computing device 23 substitutes the differential power (Δp) and the priority (β) into expression (3) to update the element power reception power (pt+1).
In step S06, the computing device 23 controls the power receiving device 24 so that the power receiving device 24 receives the updated element power receiving power (pt+1). The power receiving control device repeatedly executes the processing loop of steps S01 to S06 until it determines NO in step S03, and controls the element power receiving power (P).
In addition, when updating the element power reception power (pt+1), the updated element power reception power (pt+1) may be corrected by subtracting a predetermined power correction value (αpt) from the previous element power reception power (Pt). This makes it difficult for the differential power (Δp) to become zero. Thus, the electric vehicle to be restarted can start to receive power as soon as possible.
Next, an example of the charge/discharge reduction method will be described with reference to fig. 3 to 6.
First, a comparative example will be described with reference to fig. 3. The comparative example described here is an example in which the charge/discharge reduction method according to the present embodiment is not used.
In the vertical axis of fig. 3, the upper side is the charging side, and the lower side is the discharging side. The horizontal axis represents time. The symbol 50 indicates the available power. Symbol 51 denotes electric power of EV 2. The symbol 52 indicates the available surplus power. Symbol 53 denotes electric power of EV1. Symbols 54 to 56 will be described later. E1 had an SOC of 80% and EV2 had an SOC of 20%. Thus, the priority (β) of EV2 is higher than the priority (β) of EV1.
During the period from time T0 to time T1, the signal transmitted from the differential information transmitting apparatus 14 is negative. That is, the differential power (Δp) is negative. During the period from time T0 to T1, EV1 and EV2 are discharged. At time T1, the signals transmitted from differential information transmitting apparatus 14 are opposite in sign. That is, the differential power (Δp) is positive. At time T1, EV1 and EV2 start charging. During the period from time T1 to time T2, EV2 is charged while reducing the discharge amount. Then, at time T2, EV2 is charged only. After time T3, EV2 is charged with a constant electric power. Similarly, EV1 is charged while reducing the discharge amount in the period from time T1 to time T4. Then, at time T4, EV1 is charged only.
Since EV2 has a higher priority than EV1, EV2 charges at a higher rate and EV1 charges at a lower rate. That is, in the period from time T1 to time T3, the slope of the symbol 51 (EV 2) is large, and the slope of the symbol 53 (EV 1) is small. In other words, EV2 has faster charge responsiveness than EV1.
While EV2 is charged only during the period from time T2 to time T4, EV1 is charged and discharged. Hereinafter, the "charge and discharge" may be referred to as "charge and discharge". During the period from time T2 to time T4, EV2 is charged with electric power discharged from EV1. During the period from time T2 to time T4, EV1 repeatedly performs charge and discharge, and conversion loss associated with charge and discharge occurs. The conversion loss is, for example, a loss involved in AC-DC conversion or a loss involved in DC-AC conversion. Hereinafter, the "charge-discharge conversion loss" is referred to as "charge-discharge loss". The size of the charge-discharge loss is the size of the area indicated by reference numeral 54. The size of the area 54 is determined by the height indicated by the symbol 55 and the length indicated by the symbol 56. The height 55 is determined by the charging speed of EV2 and the discharging speed of EV1. For example, in the case where the increase in the charge speed of EV2 is faster (the slope is larger) and the decrease in the discharge speed of EV1 is smaller (the slope is smaller), the height 55 increases. The length 56 is also determined by the charge rate of EV2 and the discharge rate of EV1, as is the case with the height 55. For example, in the case where the increase in the charge speed of EV2 is faster (the slope is larger) and the decrease in the discharge speed of EV1 is smaller (the slope is smaller), the length 56 is increased.
In the present embodiment, the power receiving control device changes its own priority by using its own charge/discharge state in order to reduce charge/discharge loss (area 54). Specifically, when the own electric vehicle is charging, the power receiving control device reduces the increase priority compared to when the electric vehicle is discharging. The rising priority refers to a priority in which the signal transmitted from the differential information transmitting apparatus 14 is positive. When the electric vehicle itself is discharging, the power receiving control device is reduced in priority as compared with the charging. The lowering of the priority refers to the priority when the signal transmitted from the differential information transmitting apparatus 14 is negative. A specific example of increasing the priority and decreasing the priority will be described with reference to fig. 4.
As shown in fig. 4, the rising priority includes 2 priorities of the priority in charge and the priority in discharge. The term "charging" or "discharging" as used herein means "self" being charged or "discharging". In the present embodiment, the own electric vehicle cannot know the state (charge/discharge state) of the other electric vehicle. After all, the own electric vehicle can know that the electric vehicle is in charge or in discharge. First, EV1 will be described. As described above, SOC of EV1 is 80%. In addition, the priority of EV1 is lower than that of EV 2. When EV1 is being charged, the power receiving control device reduces the increase priority than when EV1 is being discharged. That is, the raising priority is changed from 0.01 to 0.0001. On the other hand, when EV1 is discharging, the power receiving control device decreases the lower priority than when EV1 is charging. That is, the lowering priority is changed from 0.05 to 0.0005.
Next, EV2 will be described. As described above, the SOC of EV2 is 20%. In addition, the priority of EV2 is higher than that of EV1. When EV2 is being charged, the power receiving control device reduces the increase priority than when EV2 is being discharged. That is, the raising priority is changed from 0.05 to 0.0005. On the other hand, when EV2 is discharging, the power receiving control device decreases the lower priority than when EV2 is charging. That is, the lowering priority is changed from 0.01 to 0.0001.
Next, the effect of the change based on the priority will be described with reference to fig. 5. The signal transmitted from the differential information transmitting apparatus 14 is positive during the period from time T2 to time T3. Thus, the elevated priority of fig. 4 is used. During the period from time T2 to time T3, EV2 is in charge and EV1 is in discharge. Thus, the rise priority of EV2 is 0.0005 and the rise priority of EV1 is 0.01. In this way, the priority is changed by the charge/discharge state of the vehicle, so that the rise priority of EV1 is higher than the rise priority of EV2 in the period from time T2 to time T3. As a result, as shown in fig. 5, the charge amount of EV2 decreases, while the discharge amount of EV1 decreases significantly. Thus, the height 55 and length 56 are reduced and the area 54 is reduced as compared to the comparative example of fig. 3. That is, the period during which EV1 repeatedly performs charge and discharge is shortened as compared with the comparative example of fig. 3. This reduces the charge/discharge loss.
Other operation examples will be described in the case where the signal transmitted from the differential information transmitting apparatus 14 is positive. When the signal transmitted from the differential information transmitting apparatus 14 is positive, the electric vehicle increases the charge amount, and decreases the discharge amount. The case where EV1 is being charged and EV2 is also being charged will be described. The electric vehicle can repeatedly learn only its own charge and discharge state. The priority of EV2 (0.0005) is higher than the priority of EV1 (0.0001), and therefore EV2 is charged with priority. The charge amount of EV2 is greatly increased. Next, a case where EV1 is being discharged and EV2 is also being discharged will be described. The priority (0.05) of EV2 is higher than the priority (0.01) of EV1, and thus discharge of EV2 is released preferentially. The discharge amount of EV2 is greatly reduced. Next, a case where EV1 is discharging and EV2 is charging will be described. Since the priority (0.01) of EV1 is higher than the priority (0.0005) of EV2, the increase in the charge amount of EV2 decreases, while the discharge amount of EV1 decreases significantly. Discharge release of EV1 is preferentially performed over charge increase of EV 2.
Next, another operation example in the case where the signal transmitted from the differential information transmitting apparatus 14 is negative will be described. When the signal transmitted from the differential information transmitting apparatus 14 is negative, the electric vehicle increases the discharge amount, and decreases the charge amount. The case where EV1 is being charged and EV2 is also being charged will be described. The priority (0.05) of EV1 is higher than the priority (0.01) of EV2, and therefore the charge amount of EV1 is greatly reduced. EV2 performs an operation to maintain charging. Next, a case where EV1 is being discharged and EV2 is also being discharged will be described. The priority (0.0005) of EV1 is higher than the priority (0.0001) of EV2, so the discharge amount of EV1 increases greatly. EV2 performs the operation without increasing the discharge amount. Next, a case where EV1 is discharging and EV2 is charging will be described. The priority (0.01) of EV2 is higher than the priority (0.0005) of EV1, so that the increase in the charge amount of EV2 increases, while the decrease in the discharge amount of EV1 decreases. Charging release of EV2 is preferentially performed over charging increase of EV1.
(effects of action)
As described above, according to the power receiving control device of the present embodiment, the following operational effects can be obtained.
The power receiving control device changes the priority (beta) of the power receiving element indicating the degree of priority of the power receiving element over the power receiving of other power receiving elements by using the charge/discharge state of the power receiving element. This reduces the charge/discharge loss.
Further, the power receiving control device acquires information indicating a differential power (Δp) obtained by subtracting the current value of the total power supply power transmitted to the entire load group 11 via the power supply base station 10 from the maximum value of the total power supply power that can be transmitted to the entire load group 11 via the power supply base station 10. When the information indicating the differential power (Δp) is a positive value and the power receiving element of the power receiving device itself is being charged, the power receiving control device reduces the priority as compared with the case where the power receiving element of the power receiving device itself is being discharged. When the information indicating the differential power (Δp) is negative and the power receiving element of the power receiving device itself is discharging, the power receiving control device reduces the priority as compared with the case where the power receiving element of the power receiving device itself is charging. As a result, as shown in fig. 5, the area 54 is reduced, and the period during which EV1 is repeatedly charged and discharged is shortened. Thereby reducing charge and discharge losses.
(modification)
Next, a modification will be described. According to the above embodiment, as shown in fig. 5, the charge-discharge loss is reduced. However, as shown in fig. 5, there is a case where the responsiveness of EV2 in charging is reduced, and a time is required until the target electric power is reached. Accordingly, in the modification, the power receiving control device estimates whether or not there is an electric vehicle that is discharging among electric vehicles connected to the electric power system. In the above embodiment, the own electric vehicle cannot know the charge/discharge state of the other electric vehicle. Thus, in the modification, an estimation method is adopted. When it is estimated that there is an electric vehicle that is discharging, the responsiveness is the same as that of the above embodiment. On the other hand, when it is estimated that there is no discharging electric vehicle, the power receiving control device increases the responsiveness as compared with the above embodiment.
In the modification, the charge/discharge power amount of the electric vehicle is adjusted, so that the state of the electric vehicle is transmitted to the other electric vehicle as a charged state or a discharged state by the differential power (Δp). Thus, the method of varying the power is paired with how the differential power (Δp) is detected. Further, regarding whether or not there is a charged electric vehicle, it is not necessary to estimate 0/1 of "present" or "absent", and it may be estimated that there is more or less. In the following estimation method, a case where the differential power (Δp) is positive is shown, but when the differential power (Δp) is negative, the charging and discharging may be replaced.
Next, an example of the estimation method will be described. The differential power (Δp) is positive. The discharged electric vehicle changes the differential power (Δp) every time the differential power (Δp) is transmitted, and the charged electric vehicle changes the differential power (Δp) every several times. The power receiving control device can estimate that there is an electric vehicle that is discharging when the differential power (Δp) changes every time. When the differential power (Δp) does not change every time, the electric vehicle being charged is operated 4 times out of 5 times, and the response frequency is increased. In this way, when there is a discharging electric vehicle, the response frequency of the charging electric vehicle decreases, and therefore the amount of charge increase decreases, and electric power is preferentially supplied to the discharging electric vehicle.
As another estimation method, the amount of change in electric power during charging may be reduced to about 1 per 10 minutes as compared with the case where the electric vehicle is discharging. As a result, it is known that the number of electric vehicles that are discharging is large when the amount of change in the differential power (Δp) is small. The power receiving control device estimates the overall responsiveness using the rate of change in the differential power (Δp), and corrects the rate of change determined by the priority of the power receiving control device itself. Thus, as shown in fig. 6, when only the electric vehicle being charged is present, the effect of the correction is to be able to increase the charging speed up to the normal speed. At time T3 in fig. 6, only the electric vehicle being charged is present. After time T3, it is found that the EV2 response is improved.
The power receiving control device estimates whether or not there is a power receiving element that is discharging from among power receiving elements connected to the power system, based on the rate of change of the information indicating the differential power (Δp). When the information indicating the differential power (Δp) is a positive value and it is estimated that the power receiving element of the power receiving device is charging and the power receiving element is discharging, the power receiving control device reduces the amount of increase in the power received by the power receiving element of the power receiving device from the normal amount of increase. When the information indicating the differential power (Δp) is negative, and it is estimated that the power receiving element of the power receiving device is discharging and the power receiving element is discharging, the power receiving control device reduces the amount of increase in the power discharged by the power receiving element of the power receiving device than the amount of increase in the power discharged by the power receiving device. This reduces the charge/discharge loss and completes the charge until the time desired by the user.
The normal increase is defined as an increase in the case where it is not estimated whether or not there is a power receiving element being discharged.
Each function described in the above embodiments can be mounted by 1 or more processing circuits. The processing circuit includes a programmed processing device such as a processing device including a circuit. The processing circuit includes an Application Specific Integrated Circuit (ASIC), a circuit component, and the like arranged to perform the described functions.
As described above, the embodiments of the present invention are described, but the present invention is not limited to the descriptions and drawings that form a part of this disclosure. Various alternative embodiments, examples, and operational techniques will become apparent to those skilled in the art from this disclosure.
Description of the reference numerals
10. Power supply base station
11. Load group
13. Current measuring device
14. Differential information transmitting apparatus
15. Electric power consumption element
21. Receiving device
22. Vehicle state acquisition device
23. Computing device
24. Power receiving device
25. Battery cell
26. Motor with a motor housing
31. Calculation unit
32. Transmitting unit
Claims (5)
1. In a power system for supplying electric energy to a load group including a plurality of power receiving elements via a power supply base station, a method for reducing charge/discharge loss, the power received or discharged by the power receiving elements included in the load group is controlled,
the charge-discharge loss reduction method is characterized in that,
the priority of the power receiving element indicating the degree of priority of the power receiving element is changed by using the charge and discharge state of the power receiving element.
2. The charge and discharge loss reduction method according to claim 1, wherein,
obtaining information representing differential power obtained by subtracting a present value of total power supply power that can be transmitted to the entire load group via the power supply base station from a maximum value of total power supply power that can be transmitted to the entire load group via the power supply base station,
in the case where the information indicating the differential power is a positive value and the own power receiving element is being charged, the priority is reduced as compared with the case where the own power receiving element is being discharged,
when the information indicating the differential power is a negative value and the self power receiving element is discharging, the priority is reduced as compared with a case where the self power receiving element is charging.
3. The charge and discharge loss reduction method according to claim 2, wherein,
estimating whether or not there is a power receiving element being discharged from the power receiving elements connected to the power system based on a rate of change of information indicating the differential power,
when the information indicating the differential power is a positive value and it is estimated that the self power receiving element is being charged and the discharging power receiving element is present, the amount of increase in the power received by the self power receiving element is reduced from a normal amount of increase,
when the information indicating the differential power is negative, it is estimated that the self power receiving element is discharging and the discharging power receiving element is present, the amount of increase in the electric power discharged by the self power receiving element is reduced from a normal amount of increase.
4. The charge and discharge loss reduction method according to claim 3, wherein,
the normal increase amount is defined as an increase amount in the case where it is not estimated whether or not the discharging power receiving element is present.
5. A charge/discharge loss reduction device comprising a power receiving control device for controlling the power received or discharged by a power receiving element included in a load group in a power system that supplies power to the load group including a plurality of power receiving elements via a power supply base station,
the charge-discharge loss reducing device is characterized in that,
the power receiving control device changes the priority of the power receiving element indicating the priority of the power receiving element over the power receiving of other power receiving elements by using the charge and discharge state of the power receiving element.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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| PCT/IB2021/000081 WO2022172043A1 (en) | 2021-02-10 | 2021-02-10 | Charge/discharge loss reduction method and charge/discharge loss reduction device |
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| EP (1) | EP4293604A4 (en) |
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| US20240088677A1 (en) | 2024-03-14 |
| WO2022172043A1 (en) | 2022-08-18 |
| JPWO2022172043A1 (en) | 2022-08-18 |
| EP4293604A1 (en) | 2023-12-20 |
| EP4293604A4 (en) | 2024-03-27 |
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